Train warning signal light



July 26, 1949. F. B. HANK TRAIN WARNING SIGNAL LIGHT 4 SheetsSheet 1 Filed Sept. 2'7, 1946 mix 12mm. 73. Jfiww,

7 His ATTORNEY y 6, 1949. F. B. HANK 2,417,299

TRAIN WARNING SIGNAL'LIGHT Filed Sept. 27. 1946 4 Sheets-Sheet 2 FIG.4. Y

His ATTORNEY July 26, 1949. F. a. HANK 2,477,299

' TRAIN WARNING smmu. LIGHT Filed Sept. 27, 1945 4 Sheets-Sheet 3 Rear INVENTOR.

His ATTORNEY July 26, 1949. F. B. HANK TRAIN WARNING SIGNAL LIGHT Filed Sept. 27, 1946 4 Sheets-Sheet 4 IIJII mvfimwwmwm r I l I l l l l l l l l l I N M -m Hi: ATTORNEY Patented July 28,1949

UNITED s'i'n'l'i'='.;s rA rENT OFFICE wsaifi r n z s rfomr. u'errr W B. Rutherford, N. J. ADDING!!! 27.1.4, 86 N0- 899,679

1 will. (Cl. 177-452) This invention relates to warning signal lights for railway trains, and more particularly to a system or organizationof changeable color warning signal lights for the rear and front ends of trains which will afford the desired indications or information to satisfy the varying conditions en countered inrailroad operation., v

It is common practice on railroads,; in order to indicate or mark the rear end of a train at night, to provide rear end or marker lights, usually in the form of two oil burning'or electric lanterns with colored roundels, which arelighted at night. For various purposes, such as enabling station agents and operators to, observe wh'enthe rear end ofa'. train has passed, such marker features and attributes of the invention will be in part apparent and in part pointed out as the description progresses.

The accompanying drawings'illustrate certain the nature of the invention.

In thesehdrawingarig. i is a longitudinal vertical section through a marker light embodying theinvention, said section being taken along the line h-l in Fig. 2.

lights with their limited intensity and, range are adequate. Under other conditions. however, such as when a train stops and it is necessary to warn following trains, it is desirable that the marker, lights should have an intensity to be clearly-visible for much longer distances. Also. at him I sometimes stopped under special conditions where there may be obstructions affecting train movement on other tracks, and it is desirable topi to, vide a distinctive and arrestlve indication forthe marker lights on the rear end of the train and also preferably at the front 'end, so as to afford the proper protection to train movement on the other tracks.- In accordance'with usual railroad operating practice, the color of either one or both of the marker lights ischanged at times to show-that a train is on a siding, or running on some track or in a certain direction which calls for a different display of rear-end lighting; and it is desirable to provide facilities as by which the color, as well as the intenslty,'of

the marker lights may be readily changed as con ditions require. I

With these conditions in mind, it is proposed in accordance with this invention to provide a.

system or organization of rear end marker lights for trains which is capable of giving the desirable long range indication for warning following trains to stop, whichmay be operated to dis-.

play another distinctive and-arrestive long range indication on both the front and rear ends when required under special emergency conditions "to warn trains on other tracks to stop, and which permits ready change in-the color of the marker lights as may be necessary.

The primary "object of this invention is to provide a system of warning signal lights for railway trains having these desirable operating characteristics by simple, economical and reliable apparatus. Various other objects, characteristic Fig. 2 is a transverse section through the marker light along the line 2--2 in Fig. 1.

P 8.- 3.jis a fragmentary view illustrating the operating knob projecting from the end of the marker: light casing for changing the color of the light.-

Fig. 4 is a plan view, partly in sect on along the lined-14 of Fig. 5, illustrating a mo ed form of marker light.

Fig. 5 is a vertical section along the line 5-4 of Fig. 4 of this modified form of marker light.

Figs. 6 and 7 are diagrammatic views indicating the relationship ,of the modified form of marker lights to the Jends of a car or caboose for two diflerent forms of indications.

Fig. 8 illustrates ina simplified and diagrammatic manner one form of control unit and associated circuits for use with the marker lights of this invention.

7 range of visibility suitable for a good warning stop indication, when the electric lamp of this unit is operated at its full brilliancy. In the specific construction of the marker light 45 illustrated, which is similar to that employed in color light signals of the so-calledsearch light type, such as disclosed, for example. in the patent to 0. 8. Field, No. 1,835,150, dated December 8, 1931, the marker light-comprises in general a cast iron lens barrel B and a sheet metal housing C. In the particular arrangements shown. it is assumed that this marker light will be permanently attached to the end of the passenger coach orcaboose, such as by a-flange 5 llsuitably attached, as by welding or rivets, to a metal end wall I at the car. This marker light,

usual type. so that it may be removably'supported in the usual scckets provided on cars and cabooses i'or marker lights, it so desired.

The lens 1 or the marker light is or the stepped or Fresnel preferably formed with vertical flutes on the outer face, or provided with equivalent opticalexpedients, to increase the horizontal spread or thellight beam provided by the lens to a suitable angle, such as 30, for assuring visibility or the light from various angles sidewise, for curves and the like. The sectional view orthelens laccordingtoFig. lisasaumedto be taken along the vertical axis ot one or the flutes, the base or such flute being indicated by however, may be provided with a bracket oi the aa'maea plate 31. The wires ll connected-to the lamp socket 34' extend through an outlet" 42 and through the associated conduit or cable (not shown) toan appropriate permanent or'lietachable connector in thelighting circuit. A detach-' able cover ll, held in place by screws it, permits access to therefiector and light unit, to permit replacement or lamp bulbs, adjustment, and the the dotted iine'la. Thislens I is secured in the outer end or the lens barrel 3 by a gasket I and a retaining ring I, which is attached by screws II or the like to the lens'barrel in the usual way. The lens barrel B is provided with a transverse lensbarrelfisothatwhenthisshaftllis turned by an operating knob it on the outside of the casing, which is detachably fixed to this shalt by a set screw or equivalent, the small glass discs ll of the appropriate color, such as red and yellow, may be positioned in front-oi the opening partition 12 located approximately at the local like.

- The marker light or this invention provides a concentrated beam of a selected color, with the appropriate spread, so as to be visible at greater distances and under adverse weather conditions than the usual type ofjnarker. light with its in-' eificien-t optical system. The marker lights now comonly used on provide trout and side indications of selected colors, as well as rear indications; and when it is desired to provide such indications, a modified construction oi marker light shown in Figs. 6 and 7 may be employed. In this modified structure of Figs. 6 and 7, four colored lenses are mounted in. a sleeve or shell rotatable on avertical ,axis around light sources to. pro.vide the desired front, sides and rear colored lightbe am's,

the light beam to the rear being obtained from a lamp and a reflector providing a beam or i h II in the partition, thereby changing the color of the beam to red or yellow as desired. The position of the operating knob is is indicated by suitable means, such as an arrow or pointer and letters'on thecasingas showninFig. 3.

The color screen it is held in its operated set position against displacement by jar or vibration by a friction member a, which has one bent and fitting in a hole in the partition and another'fia't end bearing on the color screen. A compression helical spring 2|, with its pressure adjustable by a screw'bolt and nut 22, presses this friction member 20 against the color screen it to provide the desired friction for holding the color screen in its set position.

point oi the lens I, are supported in the color screen It by suitable clips or retaining rings to permit the necessary expansion or the glass when heated by the transmitted light.

color screens. This unit D is removably supported in a plate 24, in the manner disclosed in The color glasses Il which are located approximately at the iocal the Field Patent No.1,835,150, December. 8, 1931; and this plate ll is adjustably attached to the endloi the lens barrel B by three threaded studs 25. The reflector It is preferably of class silvered on the back and ellipsoidal in shape. This reflector 26 is held in placein the reflector and lamp unit D against a felt ring 21 and a plurality of adjustable stop screws 28 by a lat type spring is hearing against ablock so cemented to the back of the reflector.

of felt The socket 34 for the lamp II with the usual bayonet type base, is attached to a block 36 of insulating material fastened to a plate 31 which intensity and visibity under adverse conditions.

a Inthe particular structure illlstrated, top and bottom members 52, 53 are held together in the proper-space relation by four pillars 5.4, which are assumed to be integral with thebottom member 53 and detachably connected to the top member 52, as by screws ii.' The bottom mem-' ber 53 ha attached thereto by bolts 56 a bracket I! with a key-stone end shaped to tilt the usual socketon cars and cabooses. The lens shell 60 is supported and movable in circular grooves in the top and bottom members 52-; 53, a spring pressed detent it being employed to engage in holes or recessw in this lens shell -60 to hold it in its set positions. Four lenses 8210: the appropriate color, such asred and yellow indicated by R. ancLY. are secured in openings equally spaced around the periphery oi the lens shell 60 by suitably retaining members, as indicated. 1

.; This modified construction 01 marker lights of Figs. 6 and 7' comprises two light sources in theform-oi electric lamps it, it with concentrated filaments, .these lampsbeing disposed in eifect back to back in the usual ibayonet type sockets attached to a flexible diaphragm $8 of rubberor the like clamped by a member is to a supporting bracket 10 bolted to the bottom member 53. These lamps i5, it are connected in multiple and the wires II are preferably termmated at a plug.

socket I2 in the bottom member 53, so that'when the marker light has been mounted on the car .the electrical connections may be made to the lamps by a plug on the end oi. a flexible cable (not shown). A reflector I54 suitably supported Y is adiustably supported at'three'points on .15

by a bracket I55 is associated with one or the lamps to provide a concentrated light'beam toward the rear. The top member 52 may be detached'and the lens shell it removed, to give access to thelamp bulbs, for replacement, cleaning the reflector and lens, and the like.

It can be seen that the colors oi'the indications to the rearrside and front provided by this mod e r t r-Y "1 ifled mm of marker light maybe changed by rototing the lens shell OI. Thus, the lens shells ll for the two marker lights at the rear end of a car or caboose may be positioned to give the color indications indicated in Fig. 8, to conform with the character of indications required by certain op.- erating rules for the rear end of a train running with the current of traiiic on single track or multiple track railroads, namely, yellow-yellow to the front and each side and red-red to the rear. Fig. 7 illustrates another indication of rear and marker lights commonly used for the rear end of a train when on a siding to be passed by another train, namely, yellow-yellowto the front. each side, and to the rear. It can be understood that the lens shells may be shifted to give other combinations of red and yellow, and that diflerent colored lens in diflerent relative positions may be employed to provide color combinations suitable for different operating conditions and operating rules, as may be required.

Two marker lights of the character described are supported on the rear end of the car or caboose or on the front or rear end of a locomotive indicated in outline in Fig. 8; and the: electric lamps of these units are supplied with current from a suitable source, such as a battery maintained charged by an axle driven generator or the like. The system of this invention also includes a suitable control unit, which may be permanently attached in aconvenient location near the rear platform of 'the car, or may be a portable unit, perhaps even including the battery, which is provided with suitable plug connectors and cables (not shown) in an obvious manner to the light The control unit comprises, in addition to a master cut-out switch SW shown conventionally, two manually operable keys or switches K and EK of any suitable construction, one K'for governing the intensity of the light beam, and the other EK for rendering a flasher device FR citestive to cause the marker lights to flash or blink for an emergency distinctive indication. In the simplified arrangement shown, it is assumed that this flasher device FR will be a flasher relay of the type used for highway crossing signals, and such as disclosed, for exampleyiri the patent to a v ployed to intermittently open and close a circuit. This type of:,iiasher relay involves other structural featuresillustrated and described in detail in'the patent to Field. lio. 2,097,786 above mentioned, but for the of an understanding of the present invention, this explanation oi its operating characteristics is suiiicient. This type of flasher relay may be constructed and adjusted to operate its contacts at the rate desired, such as aotimesa minute, toprovlde a distinctive and arrestive flashingindication.

Considering the use or operation of this organization of the invention, it iacontemplated that, when the train ls operating in the normal current direction of traffic one. single or double track railroad. thetwo marker lights will be manually set to display red-red to the rear. and that the electric lamps L, L for these marker lights are energized for a normal or low brilliancy over a circuit which may be traced from the terminal of the battery, switchSW, resistance It, lamps L, L,

and wire as back to the-battery. It will be noted I that the resistance It is included in this circuit; and the value of this resistance is chosen to limit current through the electric lamps to a value suitable for the desired short range indications required formarker lights of trainsunder ordinary conditions. Forexampie. such short range indications of reduced brilliancy will serve to mark the rear end of the train when in motion, or

" standing under conditions where it is not likely 0. S. Field, No. 2,097,786, dated November 2, 1937.

This type of flasher relay comprises two coils ii and 18 which attract a rocking armature (not shown) to one extreme position or theother to operate contacts shown diagrammatically as contact fingers 80 and Si which are movable between positions shown by solid and dotted lines into engagement with stationary contacts indicated by arrows. The upper contact finger ill in the posi; tion shown acts to provide a shunt around the ctgl ll causing movement of the armature and operation of this contact finger to its dotted position. This upper contact flnger ill in the other dotted line position provides a similar shunt for the other coil It. Thus, if the flasher relay should stop in the condition shown, with the contact finger ll in the right-hand position, closure of the operating circuit for the relay causes current to flow through the left-hand coil I8 to actuate the armature and shift the contact finger ll to its to be overtaken by-a following train, and will also be sumcient to enable station agents, car operators and other interested persons to observe with the passage of the train. fl

when the train is on the siding, and it is desirable to changethe colors of the marker lights to conform with the operating rules of the railroad. such as red-red to yellow-yellow, the trainman may quickly and easily shift the color screens ll in the marker lights of Figs. 1 and 2 by turning the knob ll, or turn the lens shells 80 of the marker lights of Figs. 4 and 5, to obtain the desired change in color. It can'be'seen that this change in. color will occur quickl and without any interval where no light may be displayed, as usually happens when a trainman takes down and turns the oil lanterns now ordinarily used for marker lights.

At other times, when the: train: is running against the current direction of trafmc, or on a slow speed freight track of arailroad having three or more tracks, and it. is desirable to change to other color combinations of the marker lights, such as red yellow or yellow-red. to conform with theparticuiar operating miles, this change in the color combination may be made readily by a trainmanina. similar manner.

Considering now the situation where the signal marker lights on the rear end of a train are needed to provide an advance warning for other trains to stop, as, for example, when a train should stop for any reason under conditions calling for flagging protectionpthen it is contemplated that the trainman will operate key K from the position shown to increase the current through the lamp filaments andgive a beain of full brillancy' by establishing a shunt around the resistance ll over wire I, contacts .I of switch K, wire ll, contacts of switch EKand wire at.

The types of light projecting units disclosed are log approximately with the range of the usual for adequate flagging protection. The character of the indication provided by the light projecting armada considered desirable to'increase the intensity of y tion for the .rear end or the train during time required for the train'man to get back far enough unit of this invention is far superior, inits range,

visibility, and distinctive character to the prescut oil burning or electric lamps, which have a limited range, and sometimes may be confused with other lights along the railroad of like color and'intensity. In short, the increased intensity of the rear end marker light in accordance with this inventionrmaterially adds to the rear end protection of trains, particularly duringthe time required for a flagman totake position, and also because the brilliancy of the gives them a' distinctive character over other lights along a railroad.

Considering a still diirerent operating condition, thereare times whena train is brought to a stop under special conditions, such as-by n m type of light used gency applicationof the brakes due to a parting or the train, or other causes, where there is the possibility that some other track or tracks of the railroad are obstructed, and train movement past the train on such other tracks is dangerous. When such emergency stop condition occurs, it is contemplated that the trainman will at once operatethe emergency stop switch EK from the position shown to the other position to provide an emergency flashing indication. In.the speciflo arrangement shown, the operation of the switch EK establishes a circuit for energizing the flasher relay rromthe terminal or the batthe marker light indications when the train is stopped; and for this purpose a contact Ill op-,

the control unit is mounted.

For, the purpose or giving the emergency flashing indication, a movable contact member ill and associated stationary contacts indicated by arrows are provided to initiate operation of the flasher relay FR the same as operation or the control switch EK when an emergency brake application is given. The contact member Ill is connected to a diaphragm or piston Ill urged downward by a spring I. The space under the piston III is connected by a pipe I" to the brake pipe; and when the brake pipe pressure drops to apredetermined low value, as in the case or an emergency brake application or the brakes,- the spring I06, overcomes this pressure to move the the flasher relay EK were manually closed.

tery, cuteout switch SW, contacts II of switch EK, wire 93, coils oi flasher .relay FR and wire 84 back to the battery. This causes the contact finger ll of the flasher relay PR to move back and forth at some prescribed rate,- such as 80 times a minute, and the movement of this contact finger 8| intermittently establishes ashunt,

including wires 95, 96, 93, contacts I! of switch EK and wire 90 around the resistance It, so that the electric lamps are chang d lternately from their full brilliancy totheir normal brilliancy. I; desired, the contact finger 8| of the flasher rela FR may be arranged to open and close the lighting circuit, to extinguish and fully light the lamps; but the arrangement shown and described is considered preferably, because any failure-of the flasher relay will not leave the lighting circult entirely open and no lights showing.

This emergency flashing indication given. in

this manner will be recognized as calling for a stop by any approaching train on other tracks, as well as on the sametrack, and will provide the desired protection along time before a trainman can get to the appropriate flagging position.

In this connection with this flashing emergency stop, it is contemplated that one or more similar light projecting units.- with the associated flashing arrangement, will be provided for the 10- comotive or power, unit at the head end or the train to enable the engineman to give the same arrestive and distinctiveaemergency indication for trains approaching in thatdirection as may be required.

Fig. 9-illustrates a modified organization of control unit in which, in addition to the manual control switches for providing the high intensity and flashing indication, automatic means is provided to give these indications under the desired Operating conditions, As previously explained, it is contact'member I down intoengagement with the stationary contacts and complete a circuit connection including wires I, lit around the contact 92 of'the switch EK to cause operation of the same as if the control switch From the foregoing it can be seenthat I have provided a simple and eflicient organization of warning signal lights for trains which will atmm the desired information and protection under the varying conditions encountered in practice to a better advantagethan possible with the present type of rear end marker lights.

Warning signal or marker lights are commonly used on railroad trains at night; but the high intensity and long range indications characteristic of the marker lights of this invention permit their use eilectively for marker and stop warning purposes during the daytime, if so desired.

- V a r i o u s modifications, adaptations, a n d changes may be made in the particular structures and arrangements of circuits shown and described without departing from the invention: and I desire to have it understood that the speciflc embodiments shown and described are merely typical or illustrative oi the nature of the invention.

WhatI claim is: i a

In a system o1 warning lights for railroad trains, afour-way light projecting unit on each side of the rear-end car of a train, each of said units comprising one light source for supplying light to each side and to the front of the train and a separate light source with an associated reflector for projecting light to the rear of the train at a relatively higher intensity, each of said units also having a rotatable lens carrier with a lens of a selected color for each of the four ways of its unit,

said lens carrier being adaptable to be manually.

atively low energy level to cause said unitsto give the normal desired rear-end signal aspect, and manually governed means including a flashing relay and manually operable contacts, for acting on said circuit means to at times cause it to steadily energize said light sources at a relatively high energy level and at other times cause it to intermittently energize said light sources at a relatively high energylevelywhereby said light projecting units may beimanually caused at times to give in four directions a warning signal of the stopped condition of said train and at other times to give in four directions a distinguishable warning signal that such train fouls an adjacent track, but in all cases to give a warning signal of higher light intensity to the rear of the train than in any of its other light projecting directions.

FREDERICK B. HANK.

1 REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Macan July 16, 1946 

